Electrical control device for clutch and gear mechanisms



July 22, 1941.

E. A. DERUNGS 2,250,221

ELECTRICAL CONTROL DEVICE FOR CLUTCH AND GEAR MECHANISMS Filed May 6, 1939 Sheets-Sheet l E i 7 I2 x 35 73 L9 73 I? 27 5 ji I 3 f; 1 a; '2 32 2 410 37 a E 25 46 24 42 o a 4 J, 44

ALEL July 22, 1941. E. A. DERUNGS 2,250,221

ELECTRICAL CONTROL DEVICE FOR CLUTCH AND GEAR MECHANISMS July 22, 1941. E. A. DERUNGS 2,250,221

ELECTRICAL CONTROL DEVICE FOR CLUTCH AND GEAR MECHANISMS Filed May 6, 1939 3 Sheets-Sheet 3 Patented July 22, 1941 ELECTRICAL CONTROL DEVICE FOR CLUTCH AND GEAR MECHANISMS Ernest Alphonse Derungs, Neuilly-sur-Seine,

France Application May 6, 1939, Serial No. 272,242

In France May 7, 1938 2. Claims.

This invention relates to electrical control devices and more particularly to a control device including a commutator adapted to control the exciting circuits of an electro-magnetic system which is used for the operation of a motor vehicle.

It is an object of the invention to provide a manually operated electrical control device adapted to control electromagnetic apparatus operating the clutch of a motor vehicle, the change speed gear of the vehicle, and other auxiliary devices used in operating the vehicle. A further object of the invention is the provision of a dash-pot which controls the operation of the electro-magnetically actuated apparatus and which is connected to the commutator whereby the influence of the dash-pot on the operation of said apparatus is varied according to the position of the commutator. A still further object is provision of means for automatically controlling the fuel supply of the motor according to the requirements corresponding to the effected change of speed, this control of fuel supply being strictly limited to the period between the release of the clutch and the introduction of a new speed in the change speed gear.

Other objects and advantages of the invention will more fully appear from the following description when taken in connection with the accompanying drawings.

In the drawings,

Figs. 1 and 2 are diagrammatic showings of a vertical and a horizontal section through a commutator according to the present invention.

Fig. 3 is an axial section through a dash-pot the action of which is controlled by the commutator.

Fig. 4 is a section along the line IV-IV of Fig. 3.

Fig. 5 is an axial section through a modified form of a commutator according to the invention.

Fig. 6 is an axial section taken in a plane disposed at right angles to the plane of section of Fig. 5, along the section line VI-VI thereof.

Fig. 7 is a top plan view of the commutator.

Fig. 8 is a section along the line VIII-VIII of Fig. 5.

Fig. 9 is a section along the line IXIX-of Fig. 5.

Fig. 10 is a section along the line XX of Fig. 6.

Figs. 11 and 12 are two sections corresponding to that of Fig. 10 but showing the parts in different positions of operation.

Fig. 13 is a diagram of the electrical system which is controlled by the commutator.

The commutator according to Figs. 1 and 2 is designed to control an electromagnetic operating system of a motor vehicle having a clutch and a change speed gear comprising three forward speeds, a neutral position and one reverse speed.

This commutator comprises a rotatable drum I of insulating material to which is secured a shaft 2 carrying a pulley 3. The shaft 2 is loosely carried by a supporting member 4, secured to any suitable part, for example to the dash-board of a motor car and in reach of the driver.

The drum I carries four contact pieces 5, 6, I and B disposed along a circle around the axis of the shaft 2 and four contact pieces 9, I0, II and I2 disposed along a circle having a greater diameter. Five contact pieces I3 are alternately disposed with the four contacts 5, 6, l and 8, while double contacts I4 and I4 are disposed between the outer contacts III, II' and I2, and outside of the contacts 9 and I2, and a simple contact I4 is disposed between the contact pieces 9 and III.

A contact arm I5 carrying a contact piece It is mounted on the hub I! of the support 4 so as to be able to axially slide but not to rotate relatively to the support. The arm I5 is constantly urged towards the face of the drum I by a spring I8 and the contact piece I6 is adapted to electrically connect the contacts 5, 6, l, 8 of the inner row of contacts with the contacts 9, II), II or I2 respectively of the outer row of contacts, or one of the contacts I3 with either two contacts I4 and I4 or with the single contact II.

By rotating the drum I by means of the hand, it can be moved so that the contact arm I5 is brought to the positions R, N, I, II or III, relatively to the drum I, which positions correspond to reverse speed, neutral position, first, second and third speeds, respectively, of the change speed gear.

The four contacts 5, 6, I, 8 are connected to a common conductor I9 which is connected to the positive pole of a current supply. The contacts I3 are each connected to a common conductor 20 connected with a contact 2I. The four contacts 9, I0, II, l2 are connected to a common conductor 22 leading to a relay 23 which is also connected to the negative pole of the current supply. The armature 24 of the relay carries a contact 25 which, when the relay is excited and the armature attracted, comes in touch with the contact 2I.

The shaft 2 is provided with a collar 26 the radial face of which comprises a series of teeth or dogs 21 cooperating with a series of balls 28, these balls being prevented from rotating around the shaft 2 by means of a cage 28' but being axially movable with the hub of arm I in which cage 28' is fixedly mounted. The balls 28 abut a face 29 of the hub of the arm I5 so that upon rotation of the drum I and of the shaft 2, the balls 28 alternately move over the teeth 21 so as to be pushed against the face 29 and axially move the arms I5 against the action of the spring I8 to lift the contact piece I6 on the contacts on the drum to the position shown in Fig. 1, and then the balls fall back between two adjacent teeth whereby the spring I8 moves the contact arm I5 towards the drum and applies the contact piece I6 against the two series of contacts on the drum. There are so many teeth 21, that to each position R, N, I, II and III of the commutator, as well as to each two cooperating contacts 5 and 9, 6 and I0, I and II, 8 and I2 correspond a space between two teeth, so that when the drum I is moved to either of these positions, the contact piece I6 electrically connects the cooperating contacts of the two circularly disposed series of contacts. For instance, when the commutator arm I5 is in the position N corresponding to the neutral position of the change speed gear, the contact piece I6 connects the two contacts I3 and I4 on the position N. When it is desired to obtain first speed, the drum I is turned so as to bring the contact arm I5 to the position I. By rotating the drum and the shaft 2, the teeth 21 push the balls 28 and the arm I5 axially away from the drum. The contact piece I6 is lifted off from the contacts I3 and I4 and approaches the contacts 6 and I8, and owing to axial movement of the contact arm, an undesired electrical connection between adjacent contacts of the same row, as 6 and I3, or III and I4, is

prevented. After the balls 28 have passed over one tooth 21, they fall down between successive teeth and the spring I8 presses the arm I5 against the drum I again, whereby the contact piece I6 is applied on the contacts 6 and I0. Further rotation similarly causes the contact piece I6 to be lifted off the contacts 6 and I0, and then to be applied on the contacts I3-and I4, l4 corresponding to position I.

The contacts I4 of the outer circular series of contacts on the drum I are all connected to a conductor 30 which leads to an electromagnet 3I (Fig. 3) provided to release the clutch 34 and the change speed gear as will be described hereinafter. The contacts I4 are each connected to a separate conductor 32, 32', 32" and 32", each of these conductors leading to a different electromagnet, not shown, each of which, upon being excited, selects the speed of a change speed gear to be thrown in; an apparatus of this type is shown in my copending U. S. application Ser. No. 131,719, which has matured into Patent No. 2,207,481 of July 9, 1940.,

'-It is seen that when the commutator arm I5 is in the position N, the contact piece I6 connects contacts I3 and I4, but no circuit is closed, contact I3 being connected to contact 2|. When moving the drum, the contact piece I6 electrically connects contacts 6 and I0, and establishes the following circuit: Positive pole of the current supply, conductor I9, contact 6, contact III, conductor 22, relay 23, negative pole of the current are established:

Positive pole of the current supply, contacts 25, 2|, conductor 20, contact I3, contact I4, conductor 38, electro-magnet 3I, negative pole of the current supply; a second circuit is established from contact I3 to contact I4 and conductor 32 which is connected to the electromagnet selecting first speed of the change speed gear. The electro-magnet 3| produces the release of the clutch and the engagement of the selected gears of the change speed gear, and when these gears have been engaged, an abutment moving with gear operating members and diagrammatically indicated by the arrow 33 (Fig. 2) produces retraction of the armature 24 and separation of the .contacts 2I and 25 which thus open the electric circuit of the electromagnet 3| and of the speed selecting electromagnet. The electromagnet 3I becomes deenergized and the clutch 34 engages by the action of its springs. The motor vehicle is now running at first speed.

A disc 35 is secured to or integral with the shaft 2. A portion of the periphery of this disc is provided with teeth as shown at 36. An oscillatable contact lever 31 is mounted with its axis 38 on the support 4 and is provided with a projection 39 engaging the toothing 36. The lever 31 carries two contacts 4|] and M which are electrically connected with the axis 38 being itself electrically connected to the positive pole of the current supply. The two contacts 40 and M cooperate with fixed contacts 40 and M which are connected to electromagnets 42 and 43, respectively. A common armature 44, disposed between the two electromagnets, operates a shaft 45 which controls the fuel supply of the motor and which, according to the direction of its rotation increases or decreases the fuel supply. When the drum I is rotated in the direction of the arrow I so as to pass to first, second or third speed,

that is when the reduction ratio of the change speed gear decreases, the teeth 36 acting against the projection 39, produce an oscillation of the lever 31 so as to close the contacts 40, 40' which are maintained closed as long as the movement of the drum in the direction of the arrow 1 continues. The electromagnet 42 is energized and attracts the armature 44 'which moves the shaft 45 to decrease the fuel supplyindependently of the action of the ordinary foot operated accelerator. When the drum I is rotated in opposite direction, to come back from third speed to neutral, that is when the reduction ratio of the change speed gear increases, the teeth 36 move the lever 31 so as to close the contacts 4I, 4| which close the circuit of the electromagnet 43. When this latter attracts the armature 44, the shaft 45 is moved to increase the admission of the motor. Springs 46 are provided to return the lever 31 to its normal position so as to restore normal fuel supply of the motor, as soon as the movement of the drum I stops and a new gear of the change speed gear has been engaged.

An electric control lamp 41 is carried by the support 4 of the commutator and is connected to the conductor 30 by means of a wire 48. In this manner, each time when the circuit is closed between any of the contacts I3 and I4, the lamp 41 will light up and indicate to the driver that a new speed has passed.

The drum is inserted into the chamber 59 I with a small axialand radial play, permitting an axial movement of drum 5| so as to apply it either with its face 55 against the face 59 of the chamber 50, or with its face 51 against the face 59 of the chamber 50. The two faces of the drum 5| are provided each with a series of holes 59 and 99 which are adapted to register more or less with arcuate passages 5| and 92, respectively, provided in the body 49. These passages are in communication with holes 53 and 94, respectively, in the body 49, and screws 95 are provided to adjust the section of flow of the two passages 9| and 52.

A piston 66 is movable within the drum5| and carried by one end of a rod 91 the other end of which is provided with a slot 68 engaging a pin 99 of a cam lever 19 keyed to a shaft II. This cam lever 78 coacts with a second cam lever I2 rotatably mounted at 13. To this latter cam lever 12 is connected the" rod 14 of the armature I5 of electromagnet 3|. A clutch operating lever 19 is pivotally mounted at I1 and rotatably connected at 18 to the rod 51. An arm I9 keyed to the shaft 1| serves to actuate the above mentioned change speed operating members.

When the circuit of the electromagnet 3| is closed as above described, the armature I5 is attracted and the cam levers l2 and I9 transmit the movement of the armature with a desired transmission ratio to the rod 91 and to the arm 19. The rod 91 being pulled towards the right and produces the release of the clutch, while the arm 19 produces engagement of the desired gears in the change speed gear. When this engagement has been effected, the circuit of the electromagnet 3| is opened as above described and the clutch 34 is allowed to engage under the action of its springs.

Movement of the rod 81 in both directions is controlled by the action of the dash-pot 49, 50 and according to the position of the commutator. It will be understood, for example, that engagement of the clutch cannot be left to the action of the clutch springs alone, but must be braked so as to obtain a progressive engagement, and this engagement must be effected slower when the speed is changed from neutral to first speed, that is when starting the motor vehicle, than when changing from first to second, or from second to third speed. The desired ratio of progressive engagement is obtained by means of the described dash-pot. When for example the piston 98 moves towards the face 55 of the drum, 5|, the air displaced by the piston must move from one side of the piston to the other side. Owing to the pressure of air built up on the left side of the piston 69, the drum 5| is applied with its face 55 against the face 58 of the body 49, and in accordance with the angular position of the drum 5|, one of the holes 59 registers more or less with the passage 8| which, by the intermediary of hole 69, the clearance between the cylindrical faces of the drum of thebody 49, hole 54,

passage 92 and hole 99 communicates with the space on the right hand side of the piston 95. It will be apparent that the speed with which the piston 59 is allowed to advance depends on the speed with which the air contained in the drum is allowed to be displaced from one side of the piston to the other. Preferably the holes 59 and 59 in the drum 5| will be arrangedso that the braking action on the piston 99 is not the same when the piston moves in one or the other direction. This braking action will be more eifective when the piston moves towards the face 55 of the drum, which movement corresponds to the engagement of the clutch, than when the piston moves towards the face 51 of the drum, which movement corresponds to release of the clutch.

when an operation of change of speed is started, the drum 5| is applied with one of its faces against one of the faces 59 or 59 of the body 49 owing to the pressure of air within the drum, as described above; this results in a braking of the movement of rotation of the drum, and as soon as an operation has been started, and before it is terminated, the driver would have to exert a particular effort on the drum I, if he would try to move this drum. Accordingly the attention of the driver is attracted as long as an operation is not terminated and the driver would try to effect any erroneous movement of the drum Figs. 5 to 12 illustrate a modified form of commutator comprising a casing constituted by two halves 89 and 9| which may be fixed together in any suitable manner. This casing may be fixed to the steering wheel support of a motor car, so that the commutator handle 92 is in close reach of the hand of the driver. The handle is connected by means of a pin 83, passing across an elongated opening 84 of the handle, to the central shaft 95 of the commutator. When the handle is lifted and swung upwardly in the direction of the arrow 89, the end 91 of the handle abuts against a sleeve 89 and urges this sleeve downwardly into the interior of the commutator. A second sleeve 89 is adapted to move with the sleeve 99 and carries an insulating ring 99 the lower face of whichis formedby a conducting washer 9|. A disc 92 is rigid with the central shaft 85 by means of a pin 93. A spring 99 inserted between the disc 92 and the sleeve 99 urges the sleeves 88 and 89 upwardly and tends to return the handle 82 back to normal position, which is substantially at right angles to the central shaft, when the handle has been turned u in the direction of the arrow-95.

The lower half 89 of the commutator casing supports two brackets which, at their upper end, carry a sector 99 of insulating material. This sector carries two flexible contacts 91 and 91'. When the handle 92 is swung upwardly and the sleeves 98 and 99 move axially along the central shaft towards the interior of the commutator, the ring 99 also moves downwardly and the conducting washer 9| electrically connects the two contacts 91 and 91', as long as the handle 92 is maintained in its inclined position.

The lower end of the central shaft 95 is secured to an insulating disc 98 which itself is fixed to the brackets 95. This shaft is thus guided in the disc 99 and in the sleeve 89 and can be rotated by turning the handle 92. The sleeve 99 is provided with two turned up lugs 99 between which the handle 92 is engaged, so thata movement of rotation of the handle is communicated to the sleeves 99 and 99, which thus turn together with the shaft. As appears from Fig. '7, the rotation of the handle 32, when this latter is in its normal position is limited by stops I and IIII to an angle which is comprised between the positions N and III corresponding to the neutral position and third speed position of the change speed gear. In order to be able to turn the handle 82 to the position R. corresponding to reverse speed, the handle must be inclined in the direction of the arrow I02 in Fig. 6. The rear end 31 of the handle is then lifted and can pass above the stop I00.

The insulating disc 98 carries five contact buttons I03, I04, I06, I06 and I01. The contacts I03,

ingly is not connected to any speed selecting electromagnet. v

When the handle 82 is lifted in the direction of the arrow 86, its rear end 81 produces the lowering of the sleeves 88 and 89 to electrically connect the contacts 91 and 91', but when the handle 82 is inclined in the direction of the arrow I02, it can pass freely through the open space provided between the two lugs 99 so that the sleeves are not lowered and the contacts 91 and 91' not connected.

Diametrically opposite the five contact buttons I03 to I01, the insulating disc 98 carries five other contact buttons I08, I09, IIO, III and H2. These contact buttons and the contact I04 are all connected to a common conductor II3 (Fig. 13) leading to a relay H4. The insulating disc 98 further carries a contact plug II5 connected to the positive pole of the current supply, a contact plug II6 connected to a relay H1, and a contact plug II8 connected to a relay 9. These two relays control the decrease of the fuel supply or the motor and the increase, respectively, in like manner as had been described relative to relays 42 and m Fig. 2.

The disc 92 which is rigid with the central shaft 36 carries twoinsulating blocks I20 to the lower face of which is riveted a conducting washer I2I which carries two diametrically opposed contacts I22, one of them coacting with the live contact buttons I03 to I01 and the other with the five oppositely disposed contact buttons I09 to H2. The insulating disc 98 carries two further contact plugs I23 which are connected to the positive pole of the current supply and which serve to fix a conductin disc 93. This spring blade is bent up so as to make contact with the insulating washer III. A coiled spring I26 supplies contact pressure between the blade I24 and the washer I2I.

The cylindrical rim portion I26 of the disc 92 carries two tubes I21 extending into the insulating blocks I20 and containing each. a coiled spring I28 which urges a ball I29 towards the brackets 96. Each of the brackets is provided with five holes I30. A hole I30 is provided exactly opposite each of the ten contact buttons I03 to H2. It results from this disposition, that blade spring I24 to the change speed gear, in which the two contacts I22 connect two of the diametrically opposed contacts I03 to H2 to the positive pole or the current supply.

An insulating member I3I can loosely turn on the central shaft 86. This member is carried by a conducting spring member I32, one end of which forms two spring blades I33 and I34, while the other end is U-shaped in cross section so as to form a kind of a. cradle supporting the insulating member I3I and electrically connecting the two blades I33 and I34. The end I40 of the insulating member I3I disposed between the two blades I33 and I34 is made thinner so as to allow a certain play of the member I3I within the two blades, this play being substantially equal to that existing between the blades I33 and I34 and the adjacent contact plugs H5, H6 and H6. The other end of the insulating member I3I is provided with a hole I36 containing a coiled spring I36 which urges a ball I31 outwardly against the cylindrical rim portion I26 of the disc 92.

The rim I26 is provided with a number of holes I36 coacting with the ball I31. When the handle 82 is turned, producing a. corresponding rotation of the rim I26, and when the ball I31 rolls along a smooth portion of the rim, the insulating member I3I will not be moved. But when the ball I31 enters a hole I38 and the rim continues to turn, the ball yieldingly couples the member I3I with the rim, and this member starts to turn with the rim. When the rim I26 turns in the direction of the arrow I39 in Fig. 11, the blade I33 abuts against the contact plug H6 and the blade I34 abuts against the plug H5 and the member I3I turns until its end I40 abuts against the blade I33. In this position the two blades connect the contact plug Hi to the plug H6 and the relay H1 is excited which produces a decrease in the fuel supply of themotor. When rotation 01' the rim I26 continues in the direction of arrow I39 (Fig. 11), the ball I31, since the member I3I cannot move any further, will be pushed inwardly by-the edge of the hole I33 and arrive on a smooth rim portion between adjacent holes.

When the rim I26 is moved in opposite direction as shown in Fig. 12, the ball I31 falling in a hole I38, will cause a movement or the insulating member I3I in the same direction, and the contact blades I33 and I34 connect the plug III to the plug 8, so as to excite relay II9 which produces an increase in the fuel supply oi'the motor. The holes I36 are equally spaced and the angle between adjacent holes is equal to one half of the angle comprised between two successive positions of speed, and the length of the smooth rim portion between two adjacent holes corresponds ot the sum of the play between, for example, the plug II6 and blade I33, and between the blade I33 and the end I40 01' the member I 3|. The insulating sector 96 (Fig. 8) carries at its ends two terminal sockets I M and I42 for connecting a control lamp I43. Above this lamp is provided an opening I44 in the casing portion 8|. Beneath the opening a transparent plate I 46 is carried by a bracket I48 fixed to the disc 92. This plate is provided with signs to indicate through the opening I44 the position of the change speed gear. The lamp is connected to light up each time a new speed is thrown in.

The described commutator operates in the following manner: The motor vehicle is supposed to stop witlr its motor idling slowly and the handie 82 is in the position N, corresponding to neutral position of the change speed gear, in which the contacts I22 are on the contact buttons I04 and I09. In order to start in reverse gear, the handle 52 is inclined in the direction of the arrow I02 (Fig. 6) so as to be able to avoid the stop I and turn the handle 02 in counterclockwise direction in Fig. 7. The contacts I22 are then brought on the contact buttons I03 and I08 where the disc 92 is maintained owing to engagement of the balls I29 in the holes I30. By this movement of the handle 02, no electric circuit has yet been established since the ring 90 has not been lowered and the contact blades 91 and 91' have not been connected. But now the handle 82 is lifted in the direction of the arrow 85 (Fig. 6), the contacts 91 and'S'I' are electrically connected by the lowered washer 0| and the conductor I 41 excites a winding I40 of line wire which is connected to the negative pole of the current supply I4! by the conductor I50. The switch I5I is closed and the following circuits are now established. Positive pole of the current supply, closed main switch I52, conductor I53, contact I24, contacts I22, contact button I03, reverse speed selector coil I54, conductor I55, switch I5I, conductor I50, negative pole. Simultaneously, a current flows from a contact I22 to contact button I00, conductor I I3, relay I I4, conductor I55, switch IN and to the negative pole. The energized relay Ill closes the double switch I51, so that a current can flow through winding I50 of an electromagnet which releases the clutch. The armature of this electromagnet is raised whereby the contact member I59 is also raised and closes switch I60. Current can now also pass through the winding I6I of a second electromagnet producing the desired change of speed. As had been described with respect to Fig. 2. when the change of speed is effected, the relay controlled switches I51 are mechanically opened so as to cut the circuits of the windings I50 and I". When at this moment the handle 02 is maintained in its raised position, the contacts 91 and 01' are connected and the winding I45 ismaintained in energized condition which is suflicient to hold the armatures of the windings IN and I5! in raised position, that means the clutch is maintained in released position as long as a current passes through conductor I".

The motor is now still idling, and while the handle 52 is maintained in raised position, the motor can be accelerated to the speed necessary for starting the vehicle, and when this speed is obtained the handle will be simply dropped to lifted in the direction of the arrow 88 (Fig. 6) so that the relay Ill is energized and the various circuits are closed as above described for reverse speed. When the handle is dropped again, the clutch engages and the car runs at the new speed.

Although I have shown particular embodiments of my improved control system as applied to vehicles, it is obvious that changes in construction, form and arrangement of parts may be made without altering the fundamental principles of operation herein explained and without departing from the scope of the invention.

its normal position, whereby the circuit of the winding I is cut, the armatures fall down, and the clutch is allowed to engage.

The return movement of the handle 02 to pass I claim: 1. In combination with electric control means for motor vehicles having a change speed gear and a clutch, electromagnetically operative means for disengaging the clutch and for changing the relative position of the gears, a plurality of electric circuits for controlling said electromagnetically operative means, a commutator for closing said circuits, means for automatically opening the circuits when a change of gear has been effected, and damping means responsive to the position of said commutator for damping the movements of said electromagneticaliy operative means and of the clutch engaging movement.

2. In combination with electric control means for motor vehicles having a change speed gear and a clutch, electromagnetically operative means for disengaging the clutch and for changing the ratio of the change speed gear, a plurality of electric circuits for controlling said electromagnetically operative means, a commutator for closing said circuits, said commutator including a rotatable operating member movable in one direction for changing from lower to higher gear and movable in the other direction for changing from higher to lower gear, means for damping the movements of said electromagneticaliy operative means and the clutch engaging movement, said damping means including s rotatable cylinder operatively connected to said rotatable commutator operating member, and means on said cylinder for varying the damping action in accordance with the angular position of the cylinder whereby the damping eflects depends on the angular position of the commutator operating member.

ERNEST ALPHONSE DERUNGB. 

